Railway traffic-controlling system.



PATENTED AUG. 21, 1906.

C. W. COLEMAN. RAILWAY TRAFFIC CONTROLLING SYST APPLIUATIOH PIL ED FEB.15. 1904.

2 HBETS-SHEET 1. C-(@ no. 329,142. PATENTBD AUG. 21, 1906. c. w.COLEMAN. RAILWAY TRAFFIC CONTROLLING SYSTEM.

.lii'I-IOA'I'IOH FILED PER. 15. 1904.

2 SHEETS-SHEET 2.

/\ a; a H

1 Q R Q Q q q Q,

=1; w Q1 W Q Q Winesses: In uelzior m 6W UNITED STATES PATENT OFFICECLARENCE W. COLEMAN. OF WESTFIELD, NEW JERSEY, ASSIGNOR TO THE HALLSIGNAL COMPANY, A CORPORATION OF MAINE.

RAILWAY TRAFFIC-CONTROLLING SYSTEM.

Specification of Letters Patent.

Patented Aug. 211' Application filed February 15, 1904. Serial No.193,506.

at Vvestfield, in the county of Union an State of New Jersey, haveinvlntcd certain new and useful Improvements in RailwayTraflic-Controlling Systems, of which the following is a specification,ILfcI'GIlCG being had thr rein to the accompanying drawings, forming apart thereof.

My invention relates to systems and aparatus for controlling traflicupon railways y means of signals,

means, and other means controlling the movements of trains orrailway-vehicles.

My invention includes the employment of an elcctric currr nt or currentshavin anumher of CUI'I'tIlt characteristics, incl udin a currentcharacteristic known as perio 1c and consisting in a periodic variationof lluctuation in a property of an cltctric current for selectivecontrol of the oprrations of the traffic-controlling apparatus.

My invention also includcs the transmis sion of the controlling-currentsor current characteristics to the tra'lllc-controlling apparatus throughconductive means including a common conductor or trafiic-coi1troll1ngcircuit, and when thus transmitted the current characteristics affcctthe trafiiccontrol lin apparatus diih rcntially by virtue of their di(re nt electrical properties.

My invcntion also includes the employ-- mtnt, as such periodic currt ntcl aractr, ristic, of a periodic variation in the polarity or directionof a current such as exists in the ordinary commercial alt rnatingcurrent. In my invention thc trafiic-controlling means are capable ofperforming a numln r of operations and are sick ctivclycontrollr d to prrform one or more of such opt rations by a controlin currrnt or currentshaving a number of di rrint Cllfl-I'HfiiitllStlCS, one of which is aperiodic charactrristic such as above referred to. In one form of m' invntion the home and distant signal indications are thus (-1- fected, andan altr rnating curruit is cinploycd to (Hi ct the homcclcar indication,ant a unidirtctional curr: nt characteristic or direct current is omplo'(d to cllcct the dis tant cl! ar indication. n one form of my inventionthe railsof the railway-track are the only conductors for thesignal-controlling circuits from point to point along a railway switchcontrolling.

line, such a systenrbcing known as a wiroless-circuit system.

My invention also includes various im-' provements in the construction,arrangement, and combination of circuits and aparatus embodied in the sialing system creinafter particularly dcscrih ed.

The obi'ects of my'invention are economy and simp icity of constructionand effectiveness, economy,and reliability of operation; and myinvention has other obects and advanta eous features, which will beevident from t is specification. V

I will now describe the systems shown in the accompanying drawings andembodying my invention an my invention in claims.

The accompanying drawings are diagram matic representations of threedifferent embodiments of my invention which are articularl describedhereinafter.- These t eo partiou ar embodiments are wireless autoponentcontrolling currents or current characteristics are transmitted over acommon will thereafter point out controlling-circuit comprising therails of the lishcd or home-signal component is discontinned and afterthe second-established or distant-signal component is caused to flow.

Economy of current and wear upon the current-generating apparatus is theobject of this arrangement, to effect which one operation of thetraffic-controlling or signal-indicating apparatus, in these instancesthe clearing of the home signal, is made selectively controllable by orresponsive to one current characteristic, while another operationrequired to be performed after the first-mentloned operation, in theseinstances theelearing of the distant signal, is controllable by andresponsive to the other current characteristic, the apparatus being alsoresponsive to the latter current characteristic to maintain the ositionor condition thereof eil'eoted by the list operation and after thefirst-established current characteristic has been (liscontinued.

In the drawings, Figure l shows three blocks of a system in which normalclear signal-indicating apparatus is located at the rear end of eachblock. Figs. 2 and 3 show modifications of the system illustrated inFig. 1.

In the system shown in Fig. l the home and distant signals of eachsignal-indicating apparatus are normally maintained in clear positionsby passage of a unidirectional sig nail-clearing current from the nextsignal-indicating apparatus in advance through one rail r of theintervening block or section of the railway-line and thence throughclearing and controlling electric translating ap aratus or relayscomprised in the signal-int icat ing apparatus at the rear end of theblock such as the ordinary relay U, responsive to unidirectionalcurrents, and the relay A, of s ecial construction and responsive toboth alternating and direct currcnts-and thence through the other rail rand back to the aparatus at the advance end of the block. The

oIne-sign'al clearing and controlling translating devices or relays,such as A, are in this instance constructed according to the principlesof the well-known Kelvin balance, as indicated in the drawings, and inthis instance the distant-signal clearing and controlling translatingdevices or relays, such as U, are made unresponsive to alternatingcurrent by means of their counter electromotive force of self-inductionor what may be termed their inductive resistance, which is so adjustedthat the alternating current or current of periodic characteristic willpass only in small part through such distant-signal relays and notsufliciently to eftectually energize them.

When a train is present in any block-for instance, as indicated, in theblocks S the signal-clearing current instead of passing through theclearing-relays U and A' at the rear end of the block passes directlyfrom rail to rail through a low-resistance shunt or short circuit madeby the wheels and axles of the train. Being thus denergizedftheclearing-relays U and A actuate their respective contact-fingers t and vor permitl such fingers to be actuated by gravity or 'oLher force toopen the contacts between sich fingers and their respectivecontact-stopii u a w. The opening of the contacts 'u l'w o ,thehome-signal-clearing relay A opens the'local circuit of thehome-signal-controlling magnet i10 which. leads from the main battery Bthrough a connecting-wire to the. contactfinger c thence throughcontact-stop w -connccting-wire, home signal controlling magnet h andconnectiiig-wire back to battery. Through this local circuit thehomesignal-controlling magnet is normally energized by current from themain battery B. The ho]ne-signabcoi'itrolling magnet ll and thedistant-signail-controlling magnet (1, respectively, control. thehome-.dgrutl semaphore H" and the distant-signal sema )hore l), throughinterposed mechanism an apparatus well known in the art, in such mannerthat the energization oieither of these controlling-magnets causes itsrespective semaphore to be placed in the clear position, and thedecnergization of either magnet causes its respective semaphore to bemoved by counterweight or other force to the danger position. Thus thedeenergization of the home-signal-controlling magnet h efl'ected by thedeenergization of the home-signah clearing relay A causes thehome-signal semaphore H to go to the position indicating danger." Thedistant-signalsemaphore D is likewise caused to moveto danger positionby deenergization of the distant-signalcontrolling magnet (i which isellected by opening the contacts t a, controlled by the.distant-signal-clearing relay U as already pointed out, and included inthe local circuit of the distant-signal-controlling ma not, which is asfollows: from main battery 2 through connecting-wire, contact-stop u,contact finger t connecting-wire, distant-signal-controlling magnet dconnecting-wire, contactlever i contact-sto j and connecting-wire backto battery. he contact-levers i", it, m and '0 are all actuated by ortogether with the movement of the home-signal semaphore H, the actuatingmeans being represented in the diagram. by a common rod R connected atits lower end to each of these levers and at its upper end to thesemaphore. Suitable insulation is provided to prevent conductiveconnection from one lever to another through the rod. By the movement ofthe home signal to danger the contact-lever "i is actu ated topositively break contact with its stop 7' and thus positively break thelocal circuit of the distant-signal-controlling magnet d and cause thedistant signal to go to danbe efl'ectually broken by the contacts t abecause of sticking, arcing, or other unusual condition.

The railway-block S- (shown in the diagram in rear of the block S)represents an unusually long railway-block or a railwayblock so situatedas to be liable to abnor mally wet conditions. To avoid unreliability oruncertainty in the actuation of the signal-indicating ap aratus a therear end of such a block, sue as might ensue from ger even if such localcircuit should fail to from rail to rail through an abnormally wetrail-circuit, this particular block is divided into two successivesubsectlons insulated from each other, but having asignal-currentrepeating apparatus interposed between them by connectionto the rear end of the rail-circuit of the forward subsection and to theadvance end of the rail-circuit of the rear subsection.

' Assuming that the railway-train has entered the block or section S inits ordinary progressive movement along therailway-line and from theblock S in rear of the block S it will be noted that just prior to suchentrance of the train upon the block S the wheels and axles of suchtrain constitute a short circuit from rail to rail of the rail-circuitof the advance subsection of the railwayblocks. This short circuit untilit is broken by exit of the train from the block S effectua ly shuntsall current transmitted from the signal-indicating ap aratus at the rearend of the block S to t e advance end of such rail-circuit and preventsthe transmissionof such current along this rail-circuit to oints in rearof the train. In the absence 0 such current at the rear end of therail-circuit of the forward subsectionof the block S thehome-signal-rcpeating relay A and the distantsignal-repeating relay Ucomprised in the signal-current-repeatmg apparatus and connected inmultiple at the rear end of such rail-circuit, are both deener 'zed. Inthis condition of the repeating-re ays the signalcurrentrepeatingapparatus transmits no clearing-current to the rail-circuit of the rearsubsection of the railway-block S and in such absence ofclearing-current both the home-signal semaphore H and the distantsemaphore D of the signal-indicating apparatus at the rear end of thisblock are in their danger positions.

Upon exit of the train from the block S. into the block s 'and when thesignals at the rear end of the latter block go to danger the movement ofthe home-signal to danger causes the contact-lever k to break itscontact with the contact-spring l and-thus breaks the delivery-cn'cuitof the two multiple cells of the track-battery 12 through which thesecells deliver unidirectional current to the advance end of therail-circuit of the advance subsection of the block 5*, thisdelivery-circuit being as follows: from one rail of the subsectionthrough wire connection to the contact-lever Ir, thence through thecontact-spring l to one pole of the bat tery I), through the battery,and thence by a wire connection back to the other rail of thesubsection. The same movement of the home-signal semaphore causes thecontactlever m to make contact with the contactspring it, thus closingthe local circuit of the motor-armature M i of a motor-generator comrised in the signal-indicating apparatus, this ocal motor-circuit beingas follows from one ole of the main battery B to one brush of t emotorarmaturc, thence through the armature, the other brush, wireconnection,

contact-lever m contact-spring n, and wire connection back to the otherpole of the battery. The same movement of the home-signal semaphorecauses the contact-lever o to make contact with its contact-spring p andthus closes the circuit of the alternating-current-generator armature Gof the motorgenerator, through which circuit thisgenerator-armaturedelivers alternating or homesignal-clearing current to the advance endof the rail-circuit of the advance subsection of the railwayblock S.This delivery-circuit of the alternating-current generator is as fol-'lows: from the advance end of one rail of the rail-circuit through wireconnection to one brush of the armature G through the armature to theother brush, and thence through wire connection, contact-springcontactlever 0 and wire connection to t e advance end of the other railof the rail-circuit. The contact-springs are so adjusted relative totheir respective contactdevers that the aforedescribed circuits of themotor-armature and of the generator-armature of the motor-generator areclosed during the movement of the home-signal semaphore H to dangerbefore such movement opens the delivery-circuit of the direct-currenttrack-battery b. The duration of the direct current flowing from thisbattery to its rail-circuit after the entrance of the train upon theblock S is, however, only momentary and produces no clearing etlect uponthe signal-indicating apparatus at themear end of such block.

Upon closing of the circuits of the motor and generator armatures of themotor-generator resulting from the movement of the home signal H to"danger the motor-generator M G is started by its motor-armature and itsgenerator-armature commences to deliver alternating current to theadvance rail-circuit of the railway-block S, the function of whichalternating current is to clear the home signal at the rear end of thatblock. This home-signal-clearing current traverses the advancerail-circuit of the block 8*,

asses through the home-signalrepeating re a A which is of similarconstruction to the ot ier home-signaLclearing relays, such as A, and isresponsive to both alternating and di rect currents and energizes thisrela The distantsignal-re )eatingrelay U is 0 similar construction tothe other distant-si nal-clear- ,ing relays, such as U, and althougconnect ed in the rear end of this same rail-circuit in multiple withthe hon'ie-signal-re eating relay the inductive resistance of t edistantsignal-repcating relay is so adjusted that this IlQ alternatingcurrent passes only ins mall part through it and not sufficiently toenergize it. The energization of the home-signal-repeating relay Acauses this relay to move its other brush, thence throughconnecting-wire,

contact-spring n contact-finger m controlled by thedistant-signal-repeatin'g relay U and inclosed position when this relay'is deener ized, and from the contactfinger m throug wire connection,contact-finger v contact-stop w, and wire connection back to the otherpole of the battery. The closing of this motor-armature circuit startsthe motorgenerator, and the alternating-current-generator armaturethereof commences to deliver an alternating current or homesinalclearing current 'to the advance end 0 the rear rail-circuit of therailway-block S through a delivery-circuit which may be traced from thea Vance end of one rail of such rail-circuit by wire connection to onebrush of the alternating-current armature and from the advance end ofthe other rail of suchrail-circuit, through wire connection,contact-finger 0 its contact-spring p and wire connection to the otherbrush of the ar mature. The contact-finger 0 is controlled by thedirect-current or distantsignal-re peating relay U and is incircuit-closing position when this re eatin -rela is deencr gized. Acontact-finger W ich is also controlled by'the distant-signal-repeatingrclay U but only brought into contact with its contact-spring I whenthis relay is energized, controls the delivery-circuit of'thedirect-current distant-signal-clearing battery b which delivery-circuitis as follows: from the advance end of one rail of the rear railcircuitof the block 5*, through connectingwire to one pole of the battery,thence through the batterzy and connecting-wire to the contact-springthence through contactfinger k and connecting-wire to the advance end ofthe opposite rail of this rail-circuit.

The alternating current or home-signal clearing current from thegenerator-armature G traverses therear rail-circuit of the block 9) tothe rear end of such rail-circuit and of such block and thence passesthrough wire connection b means of which the home and distant signsclearing relays A and U, re-- spectively, are included in multiple witheach other; This alternating current does not energize thedistant-signal-clearing relay U! for reasons alre'adyset forth.Thelhomesignal-clearing relay is, however energized by this alternatingcurrentand raises its contact finger 1) into position of contact withthe contact-stop w, thus. closing the local circuit of thehome-signatcontrolling magnet h, which corresponds to the local circuitof the home-signal controlling magnet h which has already been traced atthe rear end of the block S. Thereby the home-signal-controlling magneth is energized and the home-signal semaphore H is conse' quently placedin clear position in a manner already described. The signal-indicatingapparatus at the rear end of the block S now gives the one block clearindication, and this condition of the apparatus exactly corresponds tothe condition of the corresponding signal-indicating apparatus at therear end of the block S prior to the exit of the train from a bloc}: Sand at the moment of clearin the home signal at the rear end of such bock. Upon such clearing of the rear home signal of the block S and bythe clearing movement thereof the contact-lever k is brought intocontact with its contact-spring l to close the delivery-circuit of thedirect-current or dis tant-signal-clearing battery I), whichdelivery-circuit corresponds to that of the clearing-battery b alreadydescribed. By the same movement the motor and generator circuits of themotor-generator corresponding to the motor and'generator circuitsalready described at the rear end of the block S are open, but notbefore, and preferably an in-' stant after, the closure of thedelivery-circuit of the direct-current battery I), through which ittransmits distant-signalclearing current to the advance end of therail-circuit of the block S. This distant current or distant signalclearing current traverses the rail-circuit of the block S to the rearend thereof and thence passes through and ene'r gizes thedistant-signal-clearing relay U and maintains the energization of thehome-signal-clearing relay A, the distant-signal relay being responsiveto a direct current and the home-signal relay being responsive to eithera direct or an alternating current. a

The distant-signal-clearing relay U when it is energized moves itscontact-finger t into contact with its contact-stop U, thereb closingthe local circuit of the distant-signal controlling magnet d, which isthe same as the corresponding circuit already described in connectionwith the apparatus at the rear end of the block 8. The home signal atthe rear end of the block S being already clear; the contacts 11controlled by such home signal and interposed in the local circuit ofthe distant-signal-controlling magnet, are al ready closed, so that thislocal circuit is completed and the distant-signal-controlling mag- .netd is energizedimmediately upon closure iof-the contacts t Thisenergization of the distant-signal-controlling magnet d clears thedistant signal D at the rear end of the block S, thereby giving the twoblocks clear indication at the rear end of this block.

The clearing movement of the home-signal semaphore H at the rear end ofthe block S,

1 by means of which the distant-signahclearing contact-stop 7"-reparatory to complete closure of the'loca circuit of thedistant-signalcontrolling magnet d when the other nontrolling-contactsthereof it a shall be closed by the passage of direct current ordistantsignal-clearing current through the distantsignal-clearing relayU.

It will be noted that although the alternating current orhome-signal-clearing current has been out off from the block S by theclearing movement of the rear home signal of the block S thehome-signal-clearing relay A at the rear end of the block S is stillenergized and maintained in signal-clearing po sition by passage of thedirect or distant-signal-clearing current through it.

Upon exit of the train from the block S the rear home signal H of thatblock will be cleared by an alternating home-signal-clearing currenttransmitted through the rail-circuit of this block and from thesignal-ind eating apparatus at the advance end thereof in the manneralready described with respect to the clearing of the rear home signalof the block sflexcepting. that the home-signal-clearin current may etransmitted through the rai -circuit of the block S directly from itsadvance end and without the interposition of signal-current-repeatingapparatus. Thereupon the clearing movement of the rear home signal H ofthe block S will terminate the alternating or home-signal-clearingcurrent transmitted through the advance rail-circuit of the dividedblock S, but only after establishing a direct or distantsignalclearingcurrent from the track-battery I) through such advance rail-circuit tomaintain the hornesignal-repeating relay A in signal-clearing positionor condition and to energize the distant-signalrepeating relay Uresponsive only to direct current. This energization of thedistant-signal-repeating relay U opens the motor-armature circuit of themotor-generator M G and the delivery-circuit of the generator-armaturethereof at the contacts m n and 0 11 respectively, but not until afterclosing the delivery-circuit of the directcurrentdistant-signal-clearing battery I) at the contacts 1: l by reason of theadjustment of the contact-springs n p and l relative to their respectivecontact-fingers.

It is apparent that the foregoing operation of thesignal-current-repeating apparatus ef- .fects a cessationof thealternating or homesignal-clearin'g current traversing the rearrailcircuit of the divided block S and maintaining its rear home signalinclear position, but only after establishing a direct ordistant-signal-clearing current. in such circuit to clear the distantsignal at the rear end thereof by energizing the direct current ordistant-signalclearing relay U and to maintain the energization andclearing position or condition of the home-signal-clearing relay A atthe rear end of such block. The efiect of the signalcu1rentrepeatingapparatus interposed between the adjacent subsecticns of therailwayblock S is merely to transmit to the rear railcircuit of suchhlock the same kind of current or currents which the repeating apparatusreceives from the advance rail-circuit of such block.

Figs. 2 and 3 represent signal-indicating apparatus of the sameconstruction as represented at the rear end of each block of the systemshown in Fig. 1, excepting as to the means for producing the alternatingcurrent or home-signal-clearin current. In each of these figures thesigna -indicating apparatus at the rear end of one block only is shown.In the apparatus shown in Fig. 2 the motor generator of thesignal-indicating apparatus of Fig. 1 is replaced by an induction-coilI, the priinarv circuit of which comprises a primary coil 11: and acircuit-breaking device 2, which may be actuated by the core of theinduction-coil in a well-known manner. In its relation to the rest ofthe apparatus this primary circuit corresponds to the motorarmatui'ecircuit of the motor-generator of the system shown in Fig. 1 and issimilarly supplied with circuit from the main battery B, controlled bythe contact-lever m and its contact-spring n. The secondary coil y corresponds with the generatonarmature of the motor-generator in functionand in its connection with the rail-circuit in rear of the ap paratusand in its method of control by the contact lever 0 and co1'itact-springp. The current produced by this secondary coil is a non-symmetricalalternating currenttl1at is, an alternating current whose opposing signshave different values or whose opposing current-waves may have differentforms. In the signal-indicating apparatus shown in Fig. 3 thealternating or home-signal-cloaring current is'supplied by a transformerT, the secondary coil y of which corresponds to the generator-armatureof the motor-generator already described in function and in itsconnection with the signalindicating apparatus and the rail-circuitinrear thereof. The primary coil to of this transformer is. in a circuitwhich supplies it with an alternating current and which is controlled bythe contact-lever m and the contact-spring n in the manner alrradydescribed with reference to the control of ti o motor-armature circuitof the motor-generator. In the apparatus shown in Fig. 3, however, thisprimary circuit of the transformer connects with and is supplied by thewires of a transmission-line 'l L, connecting with analternating-current generator A U G, located at some convenient point.It is of course obvious that such a transmission-line extending along arailway-track may supply alternating current to any number ofsignal-indicating ap paratuses.

it is obvious that various other modifications of the constructionsshown and above particularly described may be made within the s irit andscope of my invention.

W rat I claim, and desire to secure by Letters Patent, is i l. Thecombination of electricslly-controllahle railway traffic-controllingapparatus differentially responsive to different current characteristicsand means for supplying electricity having a number of currentcharacteristics includin aperiodic alternation, the traffic control inga paratus being in controllable relation to t e means for supplyingelectricity through suitable conductive means including a conductorcommon to the different current characteristics.

2. The combination of electrically-control I lable railwaytlttlilC-GOIIUOlliIlg apparatus differentially responsive to differentcurrent characteristics, and mcansfor supplying electricity having anumber of current characteristics including a periodic alternation, suchmeans for supplying electricity being governable by movement of arailway-vehicle along the railway-line and being in controlling relationto the traffic-controlling apparatus through suitable conductive meansincluding a conductorcommon to the different current characteristics.

3. The combination of electrically-controllable railwaysignal-indicating apparatus differentially responsive to differentcurrent characteristics and means for supplying electricity having anumber of current characteristics including a periodic alternation, thesignal-indicating apparatus being in controllable relation to the meansfor supplying clcctricity through suitable current-transmitting meansincluding a conductor common to the different current characteristics.

4. The combination of electrically-controllable'railwaysignal-indicating apparatus differentially responsive to differentcurrent characteristics, and means for supplying electricity having anumber of current characteristics including a periodic alternation, suchmeans for supplying electricity being governable by movement of arailway-vehicle along the railway-line and being in controlling relationto the signal-indicating apparatus throu h suitable current-transmittingmeans inc uding a conductor common to the different currentcharacteristics.

5. The combination of electrically-control lahle railwaytraffic-controlling apparatus and means for producing electricity numberof current characteristics including a periodic variation, thetraffic-controlling apparatus being in controllable relation to aving athe electricity producing means through suitable current-transmittinmeans including a conductor common to t 1e different currentcharacteristics, and such traffic-controlling apparatus beingselectively responsive to one of the current characteristics to effectone condition of the traflic-controllin apparatus and responsive toanother of t e current characteristics to effect another condition ofthe traffic-controlling apparatus and to maintain the first-mentionedcondition thereof.

6. The combination of electrically-controllablerailwaytraffic-controlling apparatus I selectively responsive to aperiodic current characteristic to effect one condition of thetraffic-controlling apparatus and IeSp0I1SlV3 to another currentcharacteristic to effect another condition of the traffic-controllingapparatus and to maintain the first-men tioned condition thereof, andmeans for producin electricity having a number of cnrrentcfiaracteristics including a periodic characteristic, thetraffic-controlling apparatus being in controllable relation to theelectricity producing means through suitable current-transmittin meansincluding a conductor common to t e different current charac teristics.

7. The combination of electricallycontrollablc railwaytraffic-controlling a paratus, means for supplyin electricity liaving anumber of current c laracteristies including a periodic variation, thetraflic-controlling apparatus being differentially responsive to thedifferent current characteristics and besupplying electricity throu hsuitable current-transmit tin means inc uding a conductor commonto thedifferent current charac tcristics, and means for controlling onecurrent characteristic from a point in advance of thetraffle-controlling apparatus along the railway-line and for controllinganother current charactcristic from a point farther in advance thereofalong the railway-line.

S. The combination of clcctrically-controllable railway traffic-controlling apparatus, menus for supplying electricity having a number ofcurrent characteristics including a periodic variation, thcHallie-controlling apparatus being differentially responsive to thedifferent current characteristics and being in controllable relation tothe means for supplying electricity through conductive means including aconductor common to the different current characteristics and means forcontrolling either current characteristic from a point in advance of thetrailic-controL ling ap aratus along the railway-line and for control in7 one current characteristic from a point fart er in advance thereofalong the railwa -line.

from a point in advance of the traffic-controlling ap aratus along therailway-line and for control ing another current characteristic from apoint farther in advance thereof along the railway-line;

10. The combination of electrically-controllable railwaytraffic-controlling apparatus, a controlling rail-circuit in controllingrelation to the traffic-controlling apparatus and extending in advancethereof, and means for supplying to the controlling rail-circuitelectricity having a number of current charaeteristics including aperiodic variation, the traffic-controlling apparatus beingdifferentially responsive to each of such current characteristics, andbeing responsive to one of such current characteristics to maintain thecondition effected by the other current characteristic.

11. The combination of electrically-controllable railwaytraffic-controlling appara tus, a'circuit in controlling relation to thetraffic-controlling apparatus, means for supilying to thecontrolling-circuit electricity having a number of currentcharacteristics including a periodic variation the trafliccontrollingapparatus being differentially responsive to such currentcharacteristics, and another traffic-controlling apparatus incontrolling relation to the controlling-circuit and controlling one ofthe current characteristics.

12. The combination of electrically-controllable railwaytraffic-controlling apparatus, a circuit in controlling relation to thetraffic-controlling apparatus, means for sups plying to thecontrolling-circuit electricity raving a number of currentcharacteristics including aperiodic variation the traffic-controllingapparatus being differentially responsive to such currentcharacteristics, and another traffic-controlling apparatus incontrolling relation to the controlling-circuit and controlling both ofthe current characteris tics.

13. The combination of electrically-eontrollable railwaytraflic-controlling apparatus differentially responsive to differentcurrent characteristics including a periodic variation, a controllingrailcircuit in controlling relation to the traffic-controllingapparatus,means for supplying to such controlling-circuit electricity having anumber of current characteristics including a periodic variation, andanother traflic-controllii1g apparatus in controlling relation to suchcontrolling-circuit and controlling either current characteristicthereof,

14. The combination of electrically-controllable railwaytraffic-controlling apparatus differentially responsive to differenteur- 1 rent characteristics, a controlling-circuit in controllingrelation thereto, means for suplying to such controlling-circuitelectricity iiaving a number of current characteristics including aperiodic variation, another electrically-controllable railwaytraffic-controlling apparatus in controlling relation to the saidcontrolling-circuit and controlling one of its current characteristics,and another controlling-circuit in controlling relation to the secondtraffic controlling apparatus, and means for supplying electricity tothe second controlling-circuit.

15. The combination of electrically-coritrollable railwaytraffic-controlling apparatus, means for supplying electricity having anumber of current characteristics including a periodic variation, thetraffic-controlling a paratus being in controllable relation to t emeans for supplying electricity through suitable cinn'luctive meansincluding a conductor common to the different current characteristics,and such traffic-mntrolling apparatus being differentially responsive tothe different current characteristics, and means for controlling onecurrent characteristic from a distant point along the railway-line andfor controlling another current characteristic from a more distant pointalong the railwayline.

16. The combination of electricallycontrollable railwaytraflic'controlling apparatus, means for supplying electricity having anumber of current characteristics including a periodic variation, thetraffic-controlling apparatus being in controllable relation to themeans for supplying electricit through suitable conductive mcans in-cluring a c'onduc tor common to the different current characteristics, andsuch traflic-controlling apparatus being differentially responsive tothe different current chariu-I'cristics, and means for controlling onecurrent rlniractcristic by prcscnco of a railway-vchiclc in onerailwayblock of flu ruil\\'a \'-linc and for controlling another currentcharacteristic by presence of a railnayvchiclcin another b ock of therailway-luau 17. The combination of electrically-controllable railwaytraffle-cnurolling apparatus. moans for supplying electricity having anumber of current chin-acteristics including a periodic variation, thetraffic-controlling apparatus being in controllable relation to thomeans for supplying electricity through suitable conductive meansincluding 'a conducforronnnontolbediffcrcinrurrcntrl1ur iu-ivrisiirs,and such lrallir-ronlrolling appu- I'atus being ilill'ereniiallyresponsive to the different current characteristics, and means forcontrolling two current characteristics by resencc of a railway-vehiclein one railwaylilock of the railway-line and for controlling one of suchtwo current characteristics by presence of a. railvg ayvehicle inanother block of the railway-line.

18. The combination of electrically-controllable railwaytraflic-controlling apparatus, means for supplying electricity having anumber of current characteristics including a periodic variation. thetramc-contnolling apparatus being in controllable relation to themeans'for supplying electricity through suitable conductive meansincluding a contus, means for supplying electricity having anumber ofcurrent characteristics including a periodic variation, thetrallic-controlling apparatus being dill'crcntially responsive to thedill'crcnt current characteristics and being in controllable relation tothe means for supplying electricity through suitablecurrent-transmitting means including a conductor common to the difierentcurrent charac teristics, and means for controlling two currentcharacteristics from a distant point along the railway-line and forcontrolling one of such current characteristics from a point l fartherdistant along the railway-line.

20. The combination of electrically-controllable railwaytraffic-controlling apparatus located at one end of a railway block orsection and comprising an electric translating device governin r suchHattie-controlling apparatus, and at t ie other end of the railway-block a means for supplying electricity havi a number of currentcharacter t c including a periodic variation, the translating devicebeing in controllable relation to the means for supplying electricitythrough suitable current-conductive means and being subjected to thetendencies of the various current characteristics and being selectivelyresponsive to one of'such current characteristics.

21. The combination of electrically-co n trollable railwaytraffic-controlling appara-.

tus comprisinglan electric translating device governing suctrafficrcontrolling apparatus, and means-tor supplying electricityhaving a number of current characteristics including a periodicalternation, the translatingfievice' being in controllable relation tothe means for supplying electricity and being in circuit with andsubjected to the tendencies of its various current characteristics andbeing selectively responsive to one of such current characteristics.

The combination of electrically-controllable railway trafiic-controllingappara tus located at one end of a railway block or section andcomprising a plurality of electric translating devices governing suchapparatus, and at the other end of the railway-section a means forsupplying electricity having a number of current characteristics including a periodic variation, the translating devices being in controllablerelation to the means for supplying electricity and being in circuitwith its various current characterist but one of the translating devicesbeing responsive to sele'ctive actuation by one cur rent characteristicand another translating device being responsive to another currentcharacteristic.

2 3. The combination of electrically-controllable railwaytrafi'ic-controlling apparatus located at one end of a railway block orsection and con'iprising a plurality of electric translating devicesgoverning suchapparatus, and at the other end of the railway-section ameans for supplying electricity having a number of currentcharacteristics including a periodic variation, the translating devicesbeing in controllable relation to the means for supplying electricityand being in circuit with its various current characteristics but one ofthe translating devices being responsive to selective actuation by thecharacter istic of periodic variation and another translating devicebeing responsive to another l current characteristic.

'24, The combination of electrically-controllable railwayHallie-controlling appara tus comprising 'a pluraliyt of electrictranslating devices governing such apparatus, and means for supplyingelectricity having a number of current characteristics including aperiodic alternation, the translating devices being in controllablerelation to the means for supplying electricity and being in circuitwith its various current characteristics but one of the translatingdevices being responsjive to selective actuation by the characteristicof periodic alternation and another translating device being responsiveselectively to another c rre haracteristic,

25. The combination of electrically-con.- trollable railway signaling aparatus rbspon: sivc to different current 0 aracteristics to givedifferent clear indications and means for supplying electricity havingcomponents with a number ofcurrent characteristics including a componentof uniform unidirectional current characteristic and a component havinga current characteristic of periparatus through suitable conductivemeans odic variation, the signalin apparatus being including a conductorcommon to the differin controllable relation to t e means forsupplyingelcctricigy through suitable conductive means inclu ing a conductorcommon to 5 all the said current components.

26.-'flicombination of electrically-controllable railvvriitraffic-controlling ap aramdicati'ng apparatus being selectivelyresponsive to one of the current characteristics to control thehome-signal indication thereof and being responsive to another of thecur nal intimation thereof.

,e combination of elcctricallycontrollable railway traffic-controllingapparatus comprisin a plurality of electric relays including a elvinbalance-relay, such rc- 55 lays governing the traffic-controlling aparatus, andmeans for supplying electricity aving a number of currentcharacteristics .includmg a periodic variation, the electric locharacteristic, of period plying electricity being governable b movementof a. railway-vehicle along t e, rail r 5 way-line and being incontrolling relation to the traffic-controlling apparatus throughsuitable conductive means including aconductor common to the differentcurrent characteristics.

2o 27. The combination of electrically-concircuit with its variouscurrent characteris: trollable home and distant rarlway signall tics butthe Kelvin balance-relay being reindicating apparatus, and means forsupply-v sponsivc to selective actuation by one cur-.

' rent characteristic and another relay being 65 ing electricity havinga number. of current characteristics including-a periodic variation,responsive to another current characteristic. :5 the si al indicatingapparatus beingin con- 30. he combination of electrically-controlla ,lerelation to e means for supplying trollable railway traflic-controllingapparaelec ricity' through suitable conductive means including aconductor common to all the said current characteristics and such si orial-indi ating apparatus bein differential gr responsive to thedifferent current characteristlcs to control its home and distantindications. Y a

28.1 The combination of electrically-com 35 trollagble home'and distantrailway signalindicating apparatus, and means for supplyingelectric'tyhaving a number of current 0 arapteristics including aperiodic variation, such means .for supplying electricity being oovernable by a movement of a railway-ve- 'cle 111011 the railway-lineand being in controlling re ation'to the signal-indicating aprentcharacteristics and means for supply- 7: ing electricity havin a numberof current characteristics includlng a periodic variation, thetrailic-controlling apparatus being in controllable relation to themeans for supplying electricity through suitable current-trans- 7 5Init-ting means including a current-repeating ap aratus.

ntestimony w hereof I have affixed my signature in presence of twowitnesses.

CE W. COLEMAN.

Witnesses:

HENRY ,D. .WILLIAMS, HENRI; Banana.

ent current characteristics, and the signal- 5 rent characteristics tocontrol the distant-sig 5o relays being In controllable relation to the60 means for supplying electricity and being in i

